Driving mechanism for velocipedes



(Nu Modem H v I I I 2 sheets-sheet 1.

- W. S. BATE.

DRIVING MECHANISM FOR VELOOIPBDES. No. 576,997. Patented Feb. 16, 189.7.

'wmsmsx '(iio Model.) 2 Shets--Sheet 2.

. W. S. BATE.

DRIVING MECHANISM FOR VBLOOIPEDES.

Patented Feb. 16, 1897.

,VVMAUJQE UNITED STATES PATENT OFFICE.

\VILLIAM S. BATE, OF BROOKL YN, NE\V Y ORK.

DRIVING MECHANISM FOR VELOCIPEDES.

SPECIFICATION forming part of Letters Patent No. 576.997, dated February 16, 1897.

Application filed January 16, 1896. Serial No. 575,666. (No modeLl T coZZ whom it may concern:

Be it known that I, WILLIAM S. BATE, a citizen of the United States. residing at the city of Brooklyn, in the count-y of Kings and State of New York, have invented certain new and useful Improvements in Driving Mechanism for Velocipedes, of which the following'is a specification, reference being bad to the accompanying drawings.

My invention relates more especially to driving mechanism for that form or class of velocipedes known as bicycles; and its main purpose is to provide increased leverage for the pedals at the point or points where [5 most effective, thereby enabling the bicycle to be propelled the more rapidly or with greater ease.

The improvements claimed by me are illustrated in the accompanying drawings, in which similar letters of reference indicate like parts.

.Figure 1 is a side elevation of a bi cycle,showing my improvements in part attached thereto. Fig. 2 is aside elevation showing more particularly the front sprocket-wheel and my special improvements employed in connection therewith on the right side of the bicycle. Fig. 3 is a side elevation showing more partioularly my special improvements employed on the opposite or left side of the bicycle and supported on the same axle as the front sprocket-wheel. Fig. 4 is a side elevation on the plane of lineocazin Fig. 6, looking toward the supporting-bracket.

vation on the plane of line y y in Fig. 6, looking toward the supporting-bracket. Fig. 6 is a front elevation of my special improvements, showing the same supported on or by the bicycle-fra1ne. Fig. 7 is a diagram showing the plane or circle described by the pedals in the course of their operation as well as their relative positions. Fig. 8 is an isometrical perspective view of a modified form of guide for the pedal-cranks.

It will be noticed that Figs. 2, 3, I, 5, 6, 7, and S are enlarged views as compared with Fig. 1.

In imparting motion to the driving-wheel B of a bicycle A, I employ sprocket-wheels C and D and chain E, all well known in the art.

Instead, however, of so attaching the pedalcranks in any of the well-known ways as that Fig. 5 is a side ele" they will revolve on the same axis with the sprocket-wheel C, I make use of a fixed axle or shaft F, Fig. 2, which supports the two opposite sides of the forward driving mechanism and is itself suitably supported and rigid'lyheld in or integral with a bracket G, Figs. 4 and 5, such bracket being of the general form of those in common use on bicycles, but sufliciently-large to carry two axles or shafts instead of one. This fixed axle or shaft F is provided with or carries two stationary lugs H, which latter at or near their outer ends support or carry suitable pivots or fulcrums I for the pedal-cranks J, to which latter are attached the pedals K. In order that the pedals may properly operate-the one being elevated while the other is depressed-the lugs 11 are so attached to'the axle or shaft F, Figs. 2 and 3, as to carry pivots orfulcrums I, diametrically opposed in position or substantially so. The sprocket-wheel O is provided on or near its rim with a guide L, adapted to receive, as Well as to provide a shoulder or bearing for, the pedal-crank J, Figs. 2, 3, 6, and 7, asit revolves on its f ulorum I, the pedalcrank in the course of its revolution bearing against the said guide and thereby carrying the sprocket-wheel 0 around with it. The guide L consists of two short posts M, attached to the sprocket-wheel C, asshown in Fig. 6, rollers N, and strap 0, Figs. 2, 6, and 7. In Fig. 3 the metal strap 0 is broken away in part, so as to show a roller N.

A modified form of guide L is shown in Fig. 8, in which case the guide is provided with a base-piece P, designed to be supported on the sprocket-wheel O by means .ofa pivot Q. The rollers N and the swinging of the guide L on the pivot Q reduce the friction against the sides of the pedal-crank as it revolves.

On the opposite side of the bracket G is a disk or wheel R, corresponding in size with the sprocket-wheel C, but without its teeth, and similarly supported on the axle or shaft F. This wheel R is likewise provided with a guide L, Figs. 3 and 6, and is caused to revolve in the same manner and by similar means as the sprocket-wheel 0. Instead of using a full disk B it is apparent that a segment or section S thereof (shown in dotted lines in Fig. 3) may be employed.

It is of course essential that the sprocketwheel 0 and the wheel B should revolve together or in unison, in order that the power exerted by the pedals may be uniformly and properly applied, and this object I accomplish by means of the gear-wheels T and U. The gear-Wheels U are properly mounted on a fixed axle or shaft V, supported in or integral with the bracket G. The gear-wheels T are rigidly and respectively attached to the hubs of the sprocket-Wheel G and the wheel R, Fig. 6, the said sprocket-wheel C and the wheel R being provided with suitable hubs, revolving, preferably, upon ball-bearings. As the gear wheel T, attached to the sprocketwheel 0, revolves, for instance, it causes the wheel B, through the operation of the intermediate gearing, to revolve in unison with it. Suitable wearing-plates WV are employed between the bracket G and the gear-Wheels T and U.

In operating a bicycle provided with the improvements described the foot is first applied to the right pedal, for instance, and pressed down, thereby causing the pedalcrank J to revolve on its fulcrum I and carry around with it, through the operation of the guide L, the sprocket-wheel O, which latter, operating upon or through the chain E and the rear sprocket-wheel D, imparts motion to the driving-wheel B in the usual way. lVhile the pedal K 011 the right side of the bicycle is in an elevated position it is of course designed that the other pedal K shall be in a depressed position, substantially as shown in This result is brought about by havway, is made evident. It will also be observed that as the pedal K rises in the rear its distance from the axis of the sprocketwheel 0 decreases, thereby relieving, to a greater of less extent, the strain 011 the foot of the rider. If pedal-cranks of usual length (six to six and three-fourths inches) be fulcrumed on the pivots T, the increase in forward throw or leverage, as compared with the same pedal-cranks revolving, in the usual way, on the same axis as the sprocket-Wheel 0, would be the distance-say from one to two inches-between the axle F and the pivot I. By means of the improvements described footpressure is exerted,an d increased leverage secured just where most needed and where the required exertion can be the most easily and readily put forth.

What I claim as my invention, and desire to secure by Letters Patent, is

1. A driving mechanism for veloeipedes consisting of a forward sprocket-wheel, and its complementary part, located on opposite sides of the supporting-bracket, but revolving on the same axis, lugs carrying stationaryfulcrums for the pedal-cranks, guides for the pedal-cranks,pedals, rear sprocket-wheel, and a suitable chain, together with gearing arranged to keep the forward sprocket-wheel and its complementary part revolving in unison.

2. In combinatiomthe bracket G,the sprocket-wheel 0, Wheel R, fixed shaft F, lugs II, pivots I, pedal-cranks J, pedals K, guides L, gear-wheels T, gear-wheels U, axle V, sprocket-wheel D, and chain E, substantially as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

WILLIAM S. BATE.

lVitnesses:

PAUL H. BATE, CAROLINE E. DAVIDSON. 

